Train-stop.



S. l. YOUNGEN.

TRAIN STOP.

I APPLICATION FILED APR. 26. m5. Patented June 13, 1916.

8. I Youn en,

S. l. YOUNGEN.

N STOP.

APPLICATIO LED APR. 26. 1915.

Patented 13,1916.

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v attain nu: COLUMBIA PLANOGRAPH 110., WASHINGTON D c nnrnn srnrns SIMON I. YOUNGEN, OF VEBMILION, ILLINOIS.

TRAIN-STOP.

Specification of Letters Patent.

Patented'June 13, 1916.

Application filed April 26, 1915, Serial No. 24,014. v

To all whom it may concern:

'Be it known that I, SIMON I. YOUNGEN, a citizen of the United States of America, residing at Vermilion, in the county of Edgar and State of Illinois, have invented new and useful Improvements in Train-Stops, of which the following is a specification.

This invention relates to improvements in automatic train stopping apparatus and has particular application to apparatus of the class described whereby the propelling power of the motor car may be out ofi and the brakes applied in the event of the train running by a danger signal.

In carrying out the present invention, it is my purpose to improve and simplify the general construction of automatic train stops and to provide train stopping apparatus which will operate efiiciently and offectively for its intended purpose under all conditions.

With the above and other objects in view,

the invention consists in the construction,

combination and arrangement of parts hereinafter set forth in and falling within the scope of the claim. I

In the accompanying drawings; Figure 1 is a diagrammatic view of train stopping apparatus constructed in accordance with the present invention. Fig. 2-is a longitudinal sectional view through the fluid motor for operating the steam'valve. Fig. 3 is a longitudinal sectional view through the controlling valve. Fig. l-is a transverse secs tional view therethrough.

In accordance with the present invention, track obstacles 1 are arranged along the trackway and suitably spaced apart and these track obstacles are preferably disposed adjacent to the respective road signals and connected thereto so that when the road signal moves to danger position the associated obstacle will be rendered active, while when the blade is in clear position, the obstacle will be inactive. These obstacles may be of any suitable or preferred construction.

In carrying out the present invention, a valve 2 of appropriate construction is located in the steam main between the steam dome of the boiler and the drive cylinders of the engine and connected to the stem of the valve 2 isadepending handle 3 connected through the medium of a link 1 with a collar 5. Located adjacent to the valve 2 is a motor comprising, in the present instance, a cylinder 6 in which is mounted for 9 acting to hold the piston 7 normally at one end of thecylinder 6.

10 designates a main controlling valve comprising a cylindrical casing 11 having the side wall thereof formed at diametrically opposlte polnts with ports 12, 13, alining axially with each other. Also formed in the side Wall of the cylinder 11' in a plane parallel with the plane of the ports 12 and 13 are ports 14 and 15 diametrically opposed. Rotatably mounted within the' cylindrical casing 11 is a plug 16 formed with transverse passages 17, 18 adapted to register with the ports 12 and 13 and 14 and 15 respectively in one position of the plug. Also formed in the plug 16 at diametrically opposite points are curved passages 19 and 20 extending longitudinally of the plug and each having the ends thereof opening onto the side wall of the plug. These passages 19 and 20 are disposed in a plane vat right angles to and intersecting the plane of the transverse passages 17 and 18 and when the valve plug 16 is rotated through a quarter revolution the passages 17 and 18 are moved out of registration with the respective-ports in the casing 11 and the passage 19 brought into registration with the ports 12 and 1 1. and the passage 20 brought into registration with the passages 13 and 15.

21 designates the main air reservoir of the air brake system of the train. This reservoir is connected by way of a pipe 22 with the port 12 in the casing 11. 23 indicates the train line air pipe of the brake system, such pipe being connected with the port 13 in the casing 11. Leading from the port 1 1 in the casing 11 is a pipe 24 connected with the cylinder 6.

The valve 10 is preferably disposed in a horizontal plane and secured to one end of the plug 16 and projecting outwardly through the adjacent end wall of the casing is a stem 25 and fixed to thestem 25 and de? pending therefrom is an arm 26 having the I thereof extending below the projection 27 and normally held in engagement with the projection 27 by means of a spring 29.

In practice, the valve plug 16 is normally in such a position that the passage 17 registers with the ports 12 and 13 and the passage 18 with the ports 1& and 15. In this position of the valve plug the train line air pipe is closed and the pressure maintained therein while the pipe 24 is placed in communication with the atmosphere so that the piston 7 may be held in normal position under the action of the spring 9. When, however, the train runs by a danger signal,

15 the lower end of the arm 28 impacts against the active obstacle 1 and swings the arm 26 with the effect to rotate the valve plug 16 through one quarter of a revolution, thereby moving the passages 17 and 18 out of registration with the respective ports 12 and 13 and 1 1 and 15 and bringing the passages 19 and 20 into position to register with the ports 12 and 1 1 and 13 and 15 respectively. In this position of the plug, the train line air pipe discharges into the atmosphere with the effect to bring about an application of the brakes, while the cylinder 6 is placed in communication with the main air reservoir 21 and the air flowing from the reservoir 21 into the cylinder actuates the piston '7 against the action of the spring 9 to close 7 the valve 2, thereby cutting 05 the flow of steam to the engine cylinders. Should the motor car back past the signal the arm 28 will idle over the active track instrument and against the action of the spring 29 with- V out affecting the valve and as soon as the valve 28 is relieved of the influence of the track obstacle or instrument the spring 29 40 reacts to restore the arm 28 to normal p0sition. I

Should the car carried mechanism be in- Gepies of this patent may be obtained for stalled in an electrically propelled motor car, the valve 2 is eliminated and the piston rod of the piston 77 connected with a circuit breaker in the power circuit of the motor car.

I claim:

In train stopping apparatus, a normally open valve located in the steam main and adapted to be actuated to closed position to cut oil the flow of steam to the engine c vlinder, a handle connected to the stem of said valve and depending therefrom, a cylinder in proximity to said handle, a piston in said cylinder, a piston rod connected to said piston and projecting outwardly through one end of the cylinder, a collar surrounding the outer end of said rod and fixed thereto, a link connection between said collar and handle, a spring acting upon said piston and holding the latter in normal position, an air reservoir, a train line air pipe, a connection between said air reservoir and cylinder, a connection between said air reservoir and train line air pipe and the valve located in both or" said connections and normally establishing communication between said cylinder and the atmosphere and between said reservoir and the train line air pipe and operable to establish communication between the reservoir and the cylinder and cut off communication between the reservoir and the train line air pipe and between the cylinder and the atmosphere and establish communication between the train line air pipe and the atmosphere.

In testimony whereof I aiiix my signature in presence of two witnesses.

SIMON I. YOUNGEN.

Witnesses:

F. T. MASON, J. H. HnL'rsLEY.

five cents each, by addressing the Gommissioner of Eatenta.

Washington, 3). G." 

